Cessna 177B accident near Ocean City, Maryland, August 26, 2010
On August 26, 2010 at about 4:30 pm local time, a Cessna 177B, registered N16023, was substantially damaged in an accident during landing (flare/touchdown) near Ocean City, Maryland (Ocean City Municipal Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The pilot's improper recovery from a bounced downwind landing.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 26, 2010 · about 4:30 pm local time
- Place
- Ocean City, Maryland · Ocean City Municipal Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 177B · all 177Bs on the register
- Registration
- N16023 · registry record · serial 17702480
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot stated that he entered a left traffic pattern for runway 20 and completed all checklist items. He flared the airplane at 25 feet above the ground and the airplane touched down on the main landing gear and bounced back into the air. As the pilot applied aft pressure on the control yoke, the airplane touched down on the runway, and bounced back into the air. After applying full power, the airplane touched back down, bounced again, and the nose wheel tire blew. Examination of the airplane revealed that the firewall was bent and the fuselage skin was wrinkled. The pilot reported winds from 050 degrees at 9 knots.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Abnormal runway contact during landing (flare/touchdown) defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Incorrect use/operation
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- Environmental issues › Conditions/weather/phenomena › Wind › Tailwind › Effect on operation
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 250 hours in all; 73 in this make and model; 13 in the last 90 days; 6 in the last 30 days; 248 as pilot in command
- Last flight review: September 22, 2008
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,686 hours
- Last inspection: annual inspection, July 2, 2010; 46 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360 SER (piston); 0 hours total
The flight
- Departed from: OQN West Chester PA at 3:30 pm
- Destination: OXB Ocean City MD
- Flight plan: none
- Runway 20, 3,201 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 050° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 57°F (14°C)
- Altimeter: 30.12 inHg
- Observation at 3:53 pm from OXB
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 | |||
| Passengers | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ERA10CA460.